Safety signal device.



' E- G. NORVELL. SAFETY SIGNA L DEVICE. I REPLICATION HLED'WAY 1. 1915. 1 159 94 Patented Nov. 30, 1915 2 SHEETS-SHEET 1.

E. G. NORVELL.

SAFETY SIGNAL DEVICE.

APPLICATION FILED MAY 1. 1915.

Patented Nov. 30, 1915.

:cltizen of the United in the county of Greene and ELIGA G. NORVELL, 0F PARAGOULD,

SCHROEDEE,

ARKANSAS, ASSIGNOB 0F ONE-FOURTH OT TO C.

OF KILBOURNE, ELLEN 01S.

saver? sicivai. DEVICE.

Specification of Letters Patent.

raeeaeeanweaieia Application filed May 1, 1915, Serial No. 25,227.

To all whom it may concern:

lie it known that l, ELIGA G. Nomi-Jen, :1. States, residing at l aragould, State of Arkansas, have invented new and useful improvements in Safety Signal De vices, of which the following is a specification.

This invention relates to improvements in automatic train stopping apparatus and has particular application to signal controlled train stopping mechanism.

In carrying out the present invention, it is my purpose to provide automatic train stopping mechanism. whereby in the event of the train running by a semaphore set at caution, a caution signalwill'be displayed in the cab of the locomotive so that the en gineer will be advised as to the condition of the track ahead and whereby the brakes will be automatically applied in the event of the train running by a semaphore set at danger.

It is also my purpose to improve and simplify the general construction of automatic train stopping apparatus and to provide an automatic train stop which will operate elliciently and effectively for its intended purpose under all conditions and wherein the component parts will he so arranged and correlated as to reduce the possibility of (lerangenient to a n'iinin'iuni.

With the above and other objects in view, the invention consists in the construction, conihination and arrangement of parts hereinafter set forth in and falling within the scope oi the claims.

In the accompanying drawings; Figure l is a side elevation of a traclmvay and locomo tive thereon showing my invention installed. parts lwiug shown in section. Fig. 2 is a fragmentary top plan view of the trackway showing the arrangement of the track obstacles and semaphore. Fig. 3 is a longitudinal sectional view on the line 3- 3 of Fig. 2. Fig. l is a transverse sectional view on the line 4-4 of Fig. Fig. 5 is a transverse sectional view on the line of Fig. 1. Fig. 6 is a sectional view on the line 6-4) of Fig. ,Fig. 7 is a sectional view on the line 7-? of Fig. 1. Fig. 8 is a (liagran'nnatic side elevation oi the mechanism located in the call of the locomotive.

Fig. 9 is a top plan view of the-engineers brake valve showing the mechanism for operating the same.

active.

Referring now to the drawings in detail, 1 designates a trackway and 2 a locomotive adapted to traverse the trackway 1, While 3 designates a road semaphore controlling traflic over the tracltway 1 and located adjato cent to one line of rails of the traclrway.

Located between the lines of rails of the trackway 1. adjacentto the semaphore 3 are track obstacles 4 arranged side by side and spaced apart in parallelism. Each track ohe5 stacle 4 comprises a horizontal guide rod 5 supported upon standards 6, ti arranged at the respective ends ofthe guide rods, and lr lens 7, 7 mounted upon the rods 5 adjagiit' A to the opposite ends thereoi and capahleot 76 longitudinal sliding movement thereon. interconnecting the collars '2', 'i above and below the guide rods 5 are links 8, 8 and 9, 9 and the linlzs of each pair have the inner ends thereof pivotally connected to each other'as at 10 and the outer ends pivotally connected to the respective collars 7. Depending from the bottom links 9, 9 of each track instrtnnent at the pivot point 10 is a lug ll connected through the medium of a so pin and slot connection 12 with one limb of a hell crank lever 13. pivoted upon a suitable support llhelow the lines of rails of the trackway. The remaining limbs of the hell crank levers 13 are interconnected 'by means of a rod 15 and one end of the rod 15 is connected by means of a pin and slot connection 16 with one limb of a hell crank lever 17 pivoted upon the standard of theadjacent semaphore 3 and the remainso ing limb of the bell'crank lever 17 is pivotally connected with the actuating rod of the signal blade of the semaphore. In practice, when the signalbladc of thesemaphore 3 moves to danger position the bell crank lever 17 is swungand moves the rod 15 longitudinally and in the longitudinal movement of the rod 15, the hell crank levers 13 are actuated to pull downwardly upon the respective lugs 11, thereby drawing the ivoted ends of the links 9 of the respective track instruments down and in this movement of the links 9 the collars .7 are drawn toward each other along the guide bar 5, thereby elevating the pivoted ends of 05 the links 8, 8 and render the track obstacles On the other hand. when the signal blade is moved to safety position, the direction of movement of the rod 15 is reversed and the pivoted ends of the links 9, 9 are no g medium of elevated, thereby separating the collars T, 7 and lowering the pivoted ends ofthe links 8. 'i' fhen v however, the signal blade is actuatedtdcaution position, the-'linksS, S of the respectivetraclr instruments are elevated to a point between the safety position of such links-and the" danger position, as'shown by the dotted lines in Fig.8 of the drawings.

In the present instance, the car carried H mechanism :oniprises caution signal located in the ab of the locomotive and in the form of a semaphore blade 18 pivoted upon a support 19 and adapted for movement to caution and clear positions This caution signal is preferably located in proX- iinity to the engineers brake valve 20 and formed on the stem of the brake valve 20 and projecting outwardly therefrom in a direction diametrically opposite the handle of the 2 valve an arm 21 extending through'a yoke b to the periphery thereof and projecting out- 3o,wardly therefrom are lugs 28 and pivotally connected to the lugs 28 is the remaining end of the rod 23. Journaled inhorizontally alining bearings 29 carried by an appropriate part of the locomotive below the disk 35 2'7 is an axle 30 and rotatably mounted upon the axle 30 is a relatively larger disk 01 having a portion of the periphery thereof formed with ratchet teeth 32 and cooperating with the ratchet teeth 32 and adapted 40 to hold the disk against turning movement in one direction is a spring actuated pawl Projectingoutwardly from one face of the disk 31. and spaced apart radially of the disk. pins 34, 35 and 36, the pin 34-being 45 arranged adjacent tothe periphery of the disk and the pin 36. adjacent to the center of the disk, while the pin is disposcd at a point betweeh the pins 34 and 3G.

The pins 34 and 36 are connected through 50 the medium of rods 37 and 38, respectively,

with the disk 27 and the semaphore blade 18, while the pin is connected by me'aps of a rod 39 with the whistle cord 40 cthe' whistle oEthe locomotive. Pivotally/icon 55 nected with the frame of the locomotive i adjacent to the forward end thereof is a horizontally disposed bell. crank lever 41 and one limb of the bell crank lever 41 is connected with the disk 31 by means of a rod 80 42 and the remaining limb of the bell crank lever 41 is connected through the agency of a rod 43 with one end of a lever44 pivoted between its ends upon a suitable support 45 located at the center of the locomotive adjacent to the forward end thereof. Pivotally mounted upon the forward truck of the locomotive is a vertically disposed lever 46 having the upper end thereof passed through a slot 47 formed in the remaining extremity of the lever 44, and the lower end connected with one extremity of a horizon tally disposed link 48 slidably mounted within a bearing 49 carried by the truck and disposed upon one side of the lower end portion of the lever 46. 50 designates a relatively short vertical lever pivoted upon the truck below the lever 46 and having the upper end thereof connected with the lower end of the lever 46 by a pin and slot connection 51 and the lower extremity thereof connected with one end of a link 52 slidably mounted within a bearing 53 disposed at the side of the lever 46 opposite from the bearing 49. Slidably mounted within vertically alining bearings 54, 54 disposed adjacent to the opposite ends of the truck are vertical stems 55, 55 having the lower ends thereof equipped with yokes 56 respectively, in which are journaled rollers 57 adapted to ride upon the links 8 of the respective track obstacles when such links are in elevated position. Surrounding each stem 55 is a coiled expansion spring 58 having the upper end engaging the upper bearing 54 and the lower end abutting a collar 59 surrounding the stem 55 and fixed thereto adjacent to the lower bearing 54, such springs acting to hold the stems normally in lowered position. The link 48 is connected. by means of an arm 60 with the collar 59 on the adjacent stem 55, while the link 52 is connected through the medium of an arm 61 with the collar 59 on the other stem 55.

In practice, when the road signal blade is in caution position, the links 8 of the respective track instruments are elevated to a point between the safety position and the danger position, as previously described, 1

and should a train run by the caution signal the roller 57 on the lower ends of the stems 55 will ride over the elevated links 8 of the track instruments, thereby sliding the stems upwardly against the action of the springs 58 and in the upward movement of the stems the arms 60 and 61 slide the respective links 48 and 52 within the bearings 49 and 53 with the effect to swing the lever 46 about its pivotal connection with the truck and as the upper end of the lever 46 swings, such end of the rotation of the disk 31 the rod 38 pulls j the semaphore signal blade 18 from the safety position topautior position, thereby notifying the engineer of the condition of the trackway. As the rod 38 is pulled, the

rods 37 and 39 are similarly actuated, but

owing to the lost motion connection between the rod 23 and the yoke 22, the yoke remains iaeaaaa uninfiuenced by the rod 37, disk 27 and rod.

'23, while owing to the slack in the whistle cord 40, the whistle remains'silent during the movement of the rod 39. When, however, the road signal blade is in danger position and the links 8 of the track instruments elevated to danger position, the stems 55 011 a passing locomotive will be moved upwardly through a'greater distance than plication of the brakes and in this inove ment of the disk 31 the rod'39 pulls the cord 40 to open the whistle valve, thereby sounding the whistle.

ing against one of the bearings of the rod and the opposite end. engagin the collar 63 fixed upon the rod and when it is desired to restore the parts to normal position the pawl 33'is swung out of engagement with the toothed portion 32 of the disk-31 and the spring 62 reacts toreturn the disk 31 to normal position.

While I have herein shown and described one preferred form of my invention by way of illustration, 1 wish it to be understood that I do not limit or confine myself to the precise details of construction herein de-' scribed and delineated, as modification and variation may be made within the scope of the claims Without departing from the spirit oi the invention.

I claim:

1. In train signaling and stopping apparatus, the combination with the engineers brake valve, of a cab signal, a rotatable disk, a connection. between-said disk and cab signal, and a connection between said disk and brake valve, said lastmamed connection'ein" bodying a lost motion device, and means for moving said disk through an angle to operate said cab signalunder caution conditions and through a greater angle to operate'said 1 danger conditions to actuate said brake brake valve under danger conditions. I

2. In train signaling and stopping apparatus, the combination with the engineers brake valve, of a cab signal, a rotatable disk, a connection between said disk and cab signal, a connection between said disk and brake valve, said last-named connection embodying a lost motion device, means for mdving said disk through an angle to operate'said cab signal under caution conditions and through a greater angle to oper- Surrounding the rod 4:2 is a restoring spring 62 having one end bearate said brake valve under danger con ditions, and'means holding said disk in operated position. V 3. In train signaling and stopping apparatus, the combination with the engineers I brake valve, of a cab signal, a rotatable disk,

a connection between said disk and cab signal, a. connection between. said disk and brake valve, said last-named connection embodying a lost motion device, means for movin said disk through an angle to operate said cab signal under caution conditions and through a greater angle to operate said brake valve under danger conditions, means holding said disk in operated position, and. means for restoring said disk to normal position upon the release of said holding means.

d. In train signaling and stopping apparatus, the combination with the engineers brake valve, of a cab signal, a rotatable disk, a connection between said disk and cab signal, a connection between said disk and brake valve, said last-named connection embodying a lost motion device, a stem movable through a certain distance -under caution conditions and through a greater dis= tance under danger conditions, and connections between said stem and disk whereby the latter will be rotated through a certain angle under caution conditions to actuate said cab signal and through a greater angle under danger conditions to actuate said brake valve. l

5. In train signaling and stopping apparatus, the combination with the engineers brake valve, of a. cab signal, a rotatable disk, a

connection between said dis and cab signal, a connection between said isk and brake valve, said last-named connection embodying a lost motion device, a stem movable through a certain, distance un'er caution conditions and through a grea r distance under danger conditions, conn otions be-' tween said stem and disk whereby the latter will be rotated through ascertain angle under caution conditions to actuate said cab signal. and through a greater angle under valve, and a signal controlled track obstacle movable to danger and caution positions and controlling said stem. l

in testimony whereof I afiix my signature in presence of two witnesses.

ELIGA G. NORVELL.

Witnesses:

, JDHN J. MoQan'rnr, BENNETT S. Jones. 

